Automatic train-stop device.



APPLICATION FILED APEJQ, 1911.

Patented Mar. 9, 1915.

INVENTOR WITNESSES burn sas PAENT WILLIAM M. CADY, F EDGEWOOD, PENNSYLVANIA, ASSIGNOR 'IG LEI-IE WESTINGHOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CQRPOFJATION OF PENNSYLVANIA.

AUTOMATIC TRAIN-STOP DEVICE.

Specification of Letters Patent.

Patented Man 9, I915,

Application filed April 19, 1911. Serial No. 622,361.

To all whom it may concern:

Be it known that I, WILLIAM M. .CADY, a citizen of the United States, residing at Edgewood, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Automatlc Train-Stop Devices, of which the following is a specification. I

This invention relates to automatlc tram stopping devices, and more particularly to the trip mechanism therefor.

Various forms of trip devices have heretofore been proposed, in which the train is provided with a mechanism for effecting an application of the brakes and a trip lever adapted to operate said mechanlsm when struck by a trip located along the track, to thereby automatically stop the train.

In service, it sometimes happens that an obstacle will become lodged in the path of the trip lever so as to accidentally operate the same, or the lever may be hit by stones or other flying missiles, thus effecting an application of the brakes and stopping the train when neither desired nor intended.

The principal object of my invention is to provide means for obviating the above difliculty and accordingly I propose to employ an auxiliary trip lever and means adapted to be operated by said lever for rendering the brake setting mechanism mefiective to apply the brakes, then when an obstacle other than the ordinary track trlp is encountered, the auxiliary trip lever will be operated and the brakes will not be applied.

In the accompanying drawing: Figure 1 is a central sectional view of an automatic trip mechanism embodying my invention; Fig. 2 a section thereof on the line a,a of Fig. 1; Fig. 3 a sectional view of an automatic trip mechanism embodying a modified form of my invention; Fig. 4 a face view of the inner controlling valve; and Fig. 5 a plan view of the seat for the controlling valve.

According to the construction shown 1n Figs. 1 and 2 of the drawings, a suitable valve casing 1 is provided, having a chamber 2 connected to the train pipe 3 and contained in said chamber are two rotary valves 4 and 5. The rotary valve 5 is provided with two ports 6 and 7 adapted in the nor mal position of the valve to register respectively with ports 8 and 9 in the valve seat which open to the atmosphere. Said valve which the is also provided with a stem 10 on the outer end of which is secured an operating lever 11. Mounted upon the outer face of the rotary valve 5 is the rotary valve 4 having a through port 12 and provided with a stem 13 adapted to extend through the stem 10, the latter being provided with a central aperture 15 for that purpose- On the outer end of the stem 13 is secured a trip lever 14.

he lower extremity of the lever 11 is pro vided with a foot 15 adapted to extend under the lower end of the trip lever 14 and the track trip 16 is provided with a projectmg portion 17 adapted to engage the trip lever 14, Without engaging the lever 11. Normally both trip levers hang vertically downward and in order to yieldingly maintain the parts in their normal position a spring 18 may be provided having projectmg ends 19 adapted to bear against lugs 20 on the face of the rotary valve 4. Lugs 21 projecting from the outer wall 22 of the valve chamber 2 are also adapted to engage the ends 19 of the spring 18, so that when the rotary valve 4 is moved in either direction by the operation of the trip lever 14, one of the stop lugs 21 engages one end of the spring while the opposite valve lug 20 moves the other end of the spring against the spring resistance thereof. A coil spring 23 may also be interposed between the wall 22 and the valve 4 to assist in maintaining the valves seated.

In operation, the trip levers 11 and 14 normally hang vertically downward, but should a trip 16 be encountered, the projecting portion 17 will engage with the lever 14 and the same is thereby operated to rotate the valve 4 so as to bring the port 12 into register with one of the ports 6 or 7 in the valve 5, according to the direction in vehicle may be moving. Fluid is thereupon vented from the valve chamber 2 and the train pipe 3 to the atmosphere and an application of the brakes is produced. If an obstacle other than the regular track trip should be interposed in the path of the trip levers, it will be evident that both trip levers 11 and 14 will be actuated, except possibly under the extremely remote condition that the obstacle be so positioned and so shaped as to strike only the lever 14. The movement of the lever 11 operates the valve 5 to cut off communication to the exhaust ports 8 and 9 and consequently no venting of fluid from the train pipe occurs. After passing the obstacle, the trip levers resume their normal positions by gravity assisted by the action of the spring 18.

The particular shape and disposition of the lever 11 with respect to the lever 14: may be varied without departing from the spirit of my invention, the essential feature being to employ the auxiliary trip lever 11 as a protecting device or guard for the usual trip lever 1a, to prevent the effective operation of the latter unless the same is struck by the regular track trip.

In Fig. 3 is shown a modified construction 7 in which two auxiliary levers 24 and 25 are employed, one on either side of the regular trip lever lat and both secured to the stem 10 of the rotary valve 5. In this case the track trip 26 may be of the usual construction and is adapted to engage the trip lever id to actuate the same and rotate the valve 4: so as to vent air from the train pipe and effect an application of the brakes. If there is an obstacle along the track in the path of the trip levers, one or the other or both of the auxiliary trip levers 24L and 25 will be actuated with the lever 14:, so as to cut oflf the port for venting air from the train pipe. Of course an obstacle shaped and positioned just as the ordinary track trip, would operate the trip lever 14 only, but this possibility is so little likely to occur that for practical purposes the same may be ignored.

It is not necessary to employ the identical valve mechanism shown in the drawing, as it will be evident that various other forms may be used within the scope of the invention.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an automatic train stopping device, the combination with a train pipe, a main trip lever, a track trip for engaging said lever, and a valve operated by said trip lever for opening communication for venting fluid from said train pipe to efiect an application of the brakes, of an additional valve having a seat for the train pipe vent valve for also controlling said communication and an auxiliary trip lever in close proximity to the main trip lever for operating said additional valve to close said communication.

2. In an automatic train stopping device, the combination with a casing having a chamber communicating with the train pipe of an automatic fluid pressure brake, a main rotary slide valve in said chamber having a port, an additional rotary slide valve having a port normally registering with an exhaust port, of a main trip lever for actuating said main slide valve to eii'ect the registry of the port therein with the port in the additional slide valve, and an auxiliary trip lever for actuating said additional valve to close communication from the train pipe to said exhaust port.

3. In an automatic train stopping device, the combination with a casing having a chamber communicating with the automatic train pipe of a fluid pressure brake system, an auxiliary valve having a port normally C0111 municating with an atmospheric exhaust port, a main trip lever, and a main valve having a port and operated by said main trip lever for eii'ecting the registry of the ports in said valves, of an auxiliary trip lever operated by an obstacle along the track for shifting said auxiliary valve to close communication to said atmospheric exhaust port.

4. An automatic train stopping device comprising a valve mechanism for effecting an application of the brakes, means for rendering said valve mechanism ineilcctive to apply the brakes, a main trip lever for actuating said valve mechanism, an auxiliary trip lever in close proximity to said main trip for operating said means, said auxiliary trip having a portion partly inclosing said main trip, and a track trip adapted to operate the main trip only.

5. An automatic train stop device comprising a valve having a port normally com municating with the atmosphere, a trip lever for operating said valve, a valve having a port adapted to register with the first port for venting air from the train pipe, a. trip lever for actuating said valve, and a track trip for actuating the second trip lever.

6. In an automatic train stopping device, the combination with a train pipe, of a main valve having a port for venting air from the train pipe, a main trip lever for operating said valve, an auxiliary valve hav ing a port normally open to the exhaust, an auxiliary trip lever for operating said auxiliary valve to close said exhaust, and a track trip for operating said main trip lever and valve to connect said ports and thereby vent air from the train pipe to effect an application of the brakes.

In testimony whereof I have hereunto set my hand.

WILLIAM M. CAD Y.

Witnesses:

A. M. CLEMEN'rs, S. W. KEEPER.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of latenta Washington, D. C. 

